Frame for railway-cars.



PATENTBD MAR. 31, 1908.

R. D. RALLAGRRR, JB. RRAMR PoR RAILWAY GARs.

APPLICATION FILED MAY 29, 1907.

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No. 883,187. PATENTED MAR. 31, 1908.

' R. D. GALLAGHER, Jn.

FRAME'POR RAILWAY GARS. APPLICATION FILED HAY 29. 1907.

to o1 2 SHEETS-SHEET Z.

ov o ooo 0 O OGO v v ull-lll 20 Further obj ects of the invention are to pro- 35 on the line 6-6, Fig. 1.`

UNITED sTATiJs PATENT1 clinica.f

No. 883,187. Specification of Letters Patent. Patented March 31, 1908. Application led May 29, 1907. Serial No. 376,388.

.To all whom it may concern: i ably incorporated in the holsters as Will Be it known that I, RICHARD D. GALLA- presently appear. Along the upper edge of GHER, Jri, of New York, in the county and each web plate and preferably on the inner, State of New York, have invented a certain sides only, are angle iron compression mem- 5 new and useful Improvement in Frames for bers B1 suitably' secured to, the edges vof the RailwayfCars; and I do hereby declare the plates by rivets and forming thesup ort for following to be aA full, clear, and exact dea top plate B2 to which they are simi arly sescription'of the same, reference being had to cured, said plate together with the vertical the accompanying drawings, forming a part web plates forming a box truss girder, pref-"65 of this specification, and to the figures and erably open at thelowerside asshowninF1g-4.

letters of reference marked thereon. J ension members in the form of angle `s invention relates to ,improvements in 'irons B3 are secured along the lower edges of lrame construction of railway cars, the web plates, referably on .both faces as shown in said Flig. 4, and all of the angle 70 under f irons are preferably ycoexltensive in length the objects of the invention being to provide a metal frame of-simple and 'inexpensive conwith the web platesfthat 1s to say, they extend through the bolsters and at their ends struction having a maximum. capacity for resisting draft and bufling strains without beand form with said plates the stops for the buffer follower plates.

75 In order that the truss girder may take the thrust directly without lateral or eccentric strains, the sides or web plates are placed quite'close together the space between them being less than the width of the rear` end of so the draft and bufflng rigging as will be understood from `an inspection of Fig. 1 where the draft and buflin riggingtogether with a ldraw bar and coup er are shown in dotted lines. Fillin lates orpieces D are applied 85 to the ends o -t e web plates above the angle' irons and outside ofthe filling pieces and Ver-I tical flanges' of the angle irons strengthening plates E are also applied, while over the ends of allthe plates and angle irons,` caps F are 90y a plied in position for their end faces to form e wear faces of the rear stops for the buffing distortedvand without imposing undue strain on the upper frame or car body.

vide a frame of a continuous truss form which will take all bufling strains as a direct end thrust or, in other words, whichwill ex-` tend from end to end directly in line with the line of ,bufng strains both vertically and horizontally.

In the accom anying drawingshFigure l is a section in a iorizontal plane through one end of a frame embodying the present inven'- tion. Figs. 2 and 3 are sections taken in a central te tical plane through opposite ends of the frame. Big. 4 is a transverse section on the line 4.*4, Fig. 1. Fig. 5 is a section on the line 55, Fig. 1. Fig. 6 is a section Like letters of reference in the several figures indicate the same parts.

The letter Ain Figs. 2 and 3 .of the accompanying drawin s indicate a part of the or-- 40 dinary floor or oor framing of a car and it will ble understood that the frame forming the subject matter of the present application is primarily adapted to occupy a position beneath the ordinary floor whereby it will be in the samefhorizontal lane with the draft and'buffingrigging an transmit the draft and buflingv strains from the rigging at one end of the car to that at the opposite'end without imposing strains of an injurious character to the car body. I

The main lon itudinal members of the frame are preferalbly in the formA of built up truss girders composed of vertical web plates B, relatively wide or deep at the center and 5 narrowing toward each end where they pro# ject some distance through and are prefer in rigging.

ith the construction described, not only is great strength secured, but the sides of the truss girder are brought relatively close togetherand at the saine time a structure of sufficient width to have` the draft irons G, of outwardly flanged channel iron form, applied directly to its outer faces is provided. The draft irons extend forwardly'a sufficient distance to receive the forward stops H on their inner faces and support narrower supplemental irons I carrying the bumper irons and buffer beam K; 'Sections of the cover or top 105 plate for the truss girders preferably extend clear to the buffer beam (see Figs; 2 and 3) and to provide working s ace for the strap and upper parts of the dra t and bufling gear it is ofi-set or given an upwardly projecting 11`0 box shape at L. An angle iron Z may be secured to its extreme end for bracing the buffer beam. .Between the ends of the angle irons forming the tension and compression members of the truss girders, additional small channel irons M are secured to give l for the strap of the dra O ta eringvtoward the ends and a narrower` but eavi'er bottom plate P, both of said plates extending from end to end of the 'olsterand-'at the center passing above land below .the girders, beingsecured-to the latter by rivets passing through the flanges of the The iianges of the outer angle angle irons. l irons Bs may be cut awa at the ends as at B2 in Fig. 1, to afford a at face from top to vbottom of the girder for the attachment o f the cap plate and draft irons as: shown in Fig. A6.

Obviously if so desired the channel irons formin the draft irons maybe extended back to or t rough the bolster asshown by the dotted lines Q, but this will not ordinarily be required as ample strength may be secured without this provision.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent, is

1. In an under frame for railway cars, the combination with draft sillsforming housings for the draft and buffing'gears at opposite ends of the car, of a truss girder extending fromone housing to the other and embodying a plurality of substantially vertical 'ebs having edge strengthening fianges and located centrally from the line of the draft ,sills a distance greater than the thickness of the webs, said webs being a distance apart less than the width-of the rear end of the draft' and bufling gear and having their ends ositioned to form the rear stops, whereby uflin thrusts are-in alinement with and `-direct'y against the ends ofthe truss girder.

.2. In an under frame for. railway cars the combination with draft sills forming heusings for the draft and buiiing gear at opposite ends of the car, of a girder extending from one housing to the other and embodying webs projecting between the draft sills, filling pieces between said-webs and sills of greater thickness than the thickness of the webs whereby the webs will be separated from each other a distance less. than the Width of the rear end of the-bufling gear said webs themselves forming the stops for the bufling gear.

3. In a frame for railway cars, truss girder web plates extending beyond the bolster at each Aend of the car, longitudinal angle irons secured to the inner faces of said web plates,

strengthening. plates secured to the outer faces of said web plates, said" web plates, angle irons and strengthening plates forming at their ends the inner stops for the draft and bufling rigging and draft irons overlapping and secured to the outer faces of the plates and web plates.

RICHARD, I). GALLGHER, JR.

Witnesses:

ELIZABETH M. URQUHART, HUBERT A. CoNNoLLY. 

